EP2934961A1 - Electrohydraulic motor vehicle brake system and method for operating the same - Google Patents
Electrohydraulic motor vehicle brake system and method for operating the sameInfo
- Publication number
- EP2934961A1 EP2934961A1 EP13795794.0A EP13795794A EP2934961A1 EP 2934961 A1 EP2934961 A1 EP 2934961A1 EP 13795794 A EP13795794 A EP 13795794A EP 2934961 A1 EP2934961 A1 EP 2934961A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- piston
- cylinder
- valve
- brake
- hydraulic
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
Definitions
- the present disclosure relates generally to the field of vehicle brake systems. Specifically, an electro-hydraulic vehicle brake system with an electromechanical actuator for actuating the brake system is described.
- Electromechanical actuators have been used for quite some time in vehicle brake systems, for example for the realization of an electric parking brake function (EPB).
- EMB electromechanical brake systems
- EMB electromechanical brake systems
- ABS anti-lock braking system
- ASR traction control
- ESP electronic stability program
- VSC vehicle stability control
- WO 2006/111393 A teaches an electrohydraulic brake system with a highly dynamic electromechanical actuator, which takes over the pressure modulation in driving dynamics control mode. The one described in WO 2006/111393 A
- Electromechanical actuator is intended to act directly on a master cylinder of the brake system. Due to the high dynamics of the electromechanical actuator, the hydraulic components known from WO 2006/111393 A brake system for a single 2/2-way valve per wheel brake reduzie ⁇ ren. Wheel-individual order to realize pressure modulations blank are then individually valves or groups in Multiplex operation activated.
- WO 2010/091883 A discloses an electro-hydraulic brake system with a master cylinder and a tandem piston received therein.
- the tandem piston can be actuated by means of an electromechanical actuator.
- the electromechanical actuator comprises an electric motor arranged concentrically with the tandem piston and a gear arrangement which converts a rotational movement of the electric motor into a translational movement of the piston.
- the gear assembly consists of a ball screw with a rotatably coupled to a rotor of the electric motor ball screw nut and acting on the tandem piston ball screw.
- An electrohydraulic motor vehicle brake system and a method for operating such a brake system are to be specified, which have a functionality that is particularly advantageous for safety reasons.
- a method for operating an automotive hydraulic brake system having a cylinder-piston device, which can be supplied from a reservoir with hydraulic fluid, an electromechanical actuator for actuating a piston accommodated in the cylinder-piston device the cylinder-piston device coupled wheel brake and provided between the cylinder-piston device and the wheel lock valve.
- the method comprises the steps of driving the electromechanical actuator to build up a hydraulic pressure at the wheel brake, driving the shut-off valve to lock in the hydraulic pressure already established at the wheel brake, driving the electromechanical actuator to draw hydraulic fluid from the reservoir while monitoring a timing of a the suction accompanying pressure drop in the cylinder-piston device, and the cancellation of the suction depending on a result of the monitoring.
- the cancellation of the suction may be made with the aim of not dropping the hydraulic pressure in the cylinder-piston device excessively (in particular to a substantially depressurized or a negative pressure state) in the event of a fault.
- the error case can be detected on the basis of the time behavior of the pressure drop in the cylinder-piston device and, for example, related to the shut-off valve, other valves or the cylinder-piston device.
- the electromechanical actuator may be appropriately driven (e.g., to perform a delivery stroke instead of a suction stroke).
- one or more valves including the shut-off valve or a valve provided between the cylinder-piston device and the reservoir, can be actuated, as an example, in order to counteract the pressure drop in the cylinder-piston device in the event of a fault.
- the driving of the shut-off valve for locking in the hydraulic pressure and the driving of the electromechanical actuator for sucking hydraulic fluid can take place in connection with the detection of a need to suck hydraulic fluid from the reservoir into the cylinder-piston device within the hydraulic pressure build-up.
- the activation of the shut-off valve can precede the activation of the electromechanical actuator.
- the need to draw hydraulic fluid from the reservoir into the cylinder-piston device may be detected in the context of a test phase. Alternatively or additionally, the need may be to compensate for fading in a braking operation. It is also conceivable that a necessary suction is accompanied by the fact that the piston approaches (or has already reached) its delivery-side stop, while the hydraulic pressure must be further increased.
- the suction can then be stopped if the result of the monitoring indicates a lack of functionality of the shut-off ⁇ valve or a control of the shut-off valve.
- the lack of functionality can be determined based on a predetermined criterion or a combination of several predetermined criteria.
- the suction can be stopped, for example, when the pressure drop in the cylinder-piston device is slower than according to a predetermined time criterion.
- the predetermined time criterion can state that the pressure drop to a substantially unpressurized state (eg below 5 bar or below 1 bar) within about 5 to 50 ms.
- the suction may be interrupted before the pressure drop is about 10 to 40 bar (eg, about 20 bar).
- shut-off valve is activated in order to open it.
- electromechanical actuator is driven to increase the hydraulic pressure.
- the procedure may be performed during a test phase in which the vehicle is at a standstill. In this way, the reliability of the motor vehicle brake system can be determined in advance of a ride, and if necessary, an error message can be issued.
- the test phase can take place after the ignition is switched on but before a gear is engaged.
- the computer program product may include a motor vehicle controller or automotive controller system.
- the brake system comprises a cylinder-piston device which can be supplied with hydraulic fluid from a reservoir, an electromechanical actuator for actuating a piston accommodated in the cylinder-piston device, a wheel brake which can be coupled to the cylinder-piston device, an intermediate cylinder-piston device.
- shut-off valve and a control unit or control unit system which is designed for driving the electromechanical actuator for building up a hydraulic pressure on the wheel brake, for driving the shut-off valve for locking the already established on the wheel hydraulic pressure, for driving the electromechanical actuator for sucking Hydraulic fluid from the reservoir monitoring a timing of a pressure associated with the suction pressure drop in the cylinder-piston device, and for canceling the suction in response to a result of the monitoring.
- the cylinder-piston device may be formed as a master cylinder of the motor vehicle brake system with a piston received therein for generating hydraulic pressure at the wheel brakes.
- the piston can be designed as a tandem piston, which defines two hydraulic chambers in the master cylinder, each of which can be assigned to a brake circuit of the brake system.
- the piston of the master cylinder may be directly mechanically coupled or coupled to the electromechanical actuator. When the piston actuates the electromechanical actuator then acts directly on the piston of the master cylinder, whereby this is set in motion.
- the electromechanical actuator may cooperate with a different (from the master cylinder) cylinder-piston device of the brake system, which is fluidly coupled on the outlet side with the master cylinder.
- a hydraulic pressure can be generated which acts (eg, directly) on the piston of the master cylinder and is thus provided for the hydraulic actuation of the piston.
- the cylinder-piston device may be formed as a cylinder-piston device different from a master cylinder of the brake system, which is directly fluidly coupled or coupled to the wheel brake to the hydraulic pressure buildup. This coupling can be done via one or more hydraulic brake circuits.
- the brake system may further include a valve system for vehicle dynamics control.
- the shut-off valve between the cylinder-piston device and the vehicle dynamics control valve system may be arranged or be part of this valve system.
- the multiplex operation can be performed in conjunction with a Fahrdy ⁇ namikregelung.
- the vehicle dynamics control system may include at least one of the following control systems: an antilock braking system (ABS), an on ⁇ triebssehl upfregelsystem (TCS) and Electronic Stability Program (ESP also Vehicle Stability Control, VSC, called).
- the cylinder-piston device may be dimensioned such that it has no volume reserve to compensate for fading.
- the diameter of the cylinder-piston device 15 to 23 mm and a maximum actuation travel of a piston 6 to 10 cm (in a tandem piston 3 to 5 cm per piston).
- the device may further comprise a mechanical actuator that can be coupled or coupled to a brake pedal for actuating the piston received in the cylinder-piston device. This mechanical actuator can be provided for an emergency brake operation (for example in the event of failure of the electromechanical actuator).
- the electromechanical actuator is designed to actuate the piston of the cylinder piston device as part of a brake force boost.
- the braking force to be amplified can in this case be exerted on the piston by means of the mechanical actuator.
- the electromechanical actuator is designed to actuate the piston for braking force generation.
- This variant can be used, for example, in the context of a brake-by-wire (BBW) operation, in which the brake pedal is mechanically decoupled from the master cylinder piston (normally).
- BBW brake-by-wire
- the mechanical actuator is used to actuate the piston, for example in the event of a failure of a BBW component (ie in a push-through mode or during emergency braking).
- a selective decoupling of the brake pedal from the master cylinder piston can be done by means of a decoupling device.
- a decoupling device apart from an emergency braking operation (in which the brake pedal is coupled via the mechanical actuator to the master cylinder piston) may be provided a permanent decoupling.
- a decoupling can take place at least in the context of a regenerative braking operation (generator operation).
- the decoupling device and an associated simulation device for providing a pedal reaction behavior can also be completely eliminated.
- the brake system may have suitable drive devices.
- These drive devices may comprise electrical, electronic or program-controlled assemblies as well as combinations thereof.
- the control devices can be provided in a common control unit or in a system of separate control units (Electronic Control Units, ECUs). - -
- FIG. 1 shows a first embodiment of an electro-hydraulic vehicle
- FIG. 2 shows a second embodiment of an electro-hydraulic vehicle brake system.
- FIG. 3 shows a third embodiment of an electro-hydraulic vehicle brake system
- FIG. 4 shows a fourth exemplary embodiment of an electrohydraulic vehicle brake system
- Fig. 5 is a flowchart showing an embodiment of a method for
- FIGS. 6A Diagrams which illustrate hydraulic pressure profiles and the control up to 6D of the electromechanical actuator.
- Fig. 1 shows a first embodiment of a hydraulic vehicle Bremsan ⁇ layer 100, which on the brake-by-wire (BBW) principle is based.
- the brake system 100 may optionally be operated in a regenerative mode (eg, in hybrid vehicles).
- an electric machine 102 is provided, which provides a generator functionality and can be selectively connected to wheels and an energy storage, eg a battery (not shown).
- the brake system 100 includes a master cylinder assembly 104 that may be mounted to a vehicle bulkhead.
- a hydraulic control unit (hydraulic control unit, HCL!) 106 of the brake system 100 is - -
- the HCU 106 is formed as an integrated assembly and includes a plurality of individual hydraulic components and a plurality of fluid inlets and fluid outlets. Furthermore, a simulation device 108, shown only schematically, is provided for providing a pedal reaction behavior during service brake operation.
- the simulation device 108 may be based on a mechanical or hydraulic principle. In the latter case, the simulation device 108 may be connected to the HCU 106.
- the master cylinder assembly 104 has a master cylinder 110 with a piston slidably received therein.
- the piston is formed in the embodiment as a tandem piston with a primary piston 112 and a secondary piston 114 and defined in the master cylinder 110 two separate hydraulic chambers 116, 118.
- the two hydraulic chambers 116, 118 of the master cylinder 110 are to supply hydraulic fluid via a respective port with a non-pressurized Hydraulic fluid reservoir 120 connected.
- Each of the two hydraulic chambers 116, 116 is further coupled to the HCU 106 and each defines a brake circuit I and II.
- a hydraulic pressure sensor 122 is provided for the brake circuit I., which could also be integrated into the HCU 106.
- the master cylinder assembly 104 further includes an electromechanical actuator (ie, an electromechanical actuator) 124 and a mechanical actuator (ie, a mechanical actuator) 126. Both the electromechanical actuator 124 and the mechanical actuator 126 facilitate and act upon actuation of the master cylinder piston on an input-side end face of this piston, more precisely of the primary piston 112, a.
- the actuators 124, 126 are configured to independently (and separately or jointly) actuate the master cylinder piston.
- the mechanical actuator 126 has a force transmission element 128, which is rod-shaped and can act directly on the input-side end face of the primary piston 112. As shown in FIG. 1, the power transmission element 128 is coupled to a brake pedal 130. It is understood that the mechanical actuator 126 may include other components that are operatively disposed between the brake pedal 130 and the master cylinder 110. Such other components can be both mechanical and hydraulic nature. In the latter case, the actuator 126 is designed as a hydraulic-mechanical actuator 126. - -
- the electromechanical actuator 124 has an electric motor 134 and a gear 136, 138 following the output side of the electric motor 134.
- the transmission is an assembly of a rotatably mounted nut 136 and a spindle 138 which is engaged with the nut 136 (e.g., via rolling elements such as balls) and movable in the axial direction.
- rack and pinion or other types of transmission may be used.
- the electric motor 134 in the present embodiment has a cylindrical shape and extends concentrically with the power transmission member 128 of the mechanical actuator 126. Specifically, the electric motor 134 is disposed radially outward of the power transmission member 128. A rotor (not shown) of the electric motor 134 is rotatably coupled to the gear nut 136 to rotate it. A rotational movement of the nut 136 is transmitted to the spindle 138 such that an axial displacement of the spindle 138 results.
- the left in Fig. 1 end face of the spindle 138 can (possibly via an intermediate member) in abutment on the right in Fig. 1 front side of the primary piston 112 and consequently the primary piston 112 (together with the secondary piston 114) in FIG.
- the piston arrangement 112, 114 can also be displaced to the left by the force transmission element 128 of the mechanical actuator 126 in FIG. 1 extending through the spindle 138 (designed as a hollow body). Moving the piston arrangement 112, 114 to the right in FIG. 1 is accomplished by means of the hydraulic pressure prevailing in the hydraulic chambers 116, 118 (when the brake pedal 130 is released and, if necessary, when the spindle 138 is moved to the right).
- the electromechanical actuator 124 is arranged to act directly on the piston (more specifically on the primary piston 112) of the master cylinder 110 to build up hydraulic pressure on the wheel brakes.
- the piston 112 of the master cylinder 110 is mechanically operated directly by the electromechanical actuator 124.
- the piston of the master cylinder 110 may be hydraulically actuated by means of the electromechanical actuator 124 (not shown in FIG. 1).
- the master cylinder 110 may be fluidly coupled to another cylinder-piston device cooperating with the electro-mechanical actuator 124. Specifically, the coupled to the electromechanical actuator 124 - -
- Pelte cylinder-piston device outlet side with the primary piston 112 of the master cylinder 110 may be fluidly coupled such that generated in the cylinder-piston device hydraulic pressure acts directly on the primary piston 112 and thus leads to actuation of the primary piston 112 in the master cylinder 110.
- the primary piston 112 is then displaced so far in one implementation (shift to the left in FIG. 1) due to the applied hydraulic pressure in the master cylinder 110 until the hydraulic pressure generated in the master cylinder chambers 116, 118 is that generated in the additional cylinder-piston device Hydraulic pressure corresponds.
- a decoupler 142 is provided functionally between the brake pedal 130 and the power transmission member 128.
- the decoupling device 142 allows a selective decoupling of the brake pedal 130 from the piston assembly 112, 114 in the master cylinder 110, for example by interrupting a power transmission path.
- the functionalities of the decoupling device 142 and the simulation device 108 will be explained in more detail below.
- the brake system 100 shown in FIG. 1 is based on the principle of brake-by-wire (BBW). This means that both the decoupling device 142 and the simulation device 108 are activated within the scope of normal service braking.
- BBW brake-by-wire
- the brake pedal 130 is decoupled from the power transmission element 128 (and thus from the piston assembly 112, 114 in the master cylinder 110), and actuation of the piston assembly 112, 114 can be done exclusively via the electromechanical actuator 124.
- the usual pedal reaction behavior is provided in this case by the simulation device 108 coupled to the brake pedal 130.
- the amount of the resulting braking force of the wheel brakes VL, VR, HL and HR is adjusted as a function of a sensed brake pedal operation.
- a displacement sensor 146 and a force sensor 148 are provided, the output signals of which are controlled by a control device (Elec- - -
- the displacement sensor 146 detects an actuation path associated with an operation of the brake pedal 130 while the force sensor 148 detects an actuation force associated therewith.
- the control unit 150 Depending on the output signals of the sensors 146, 148 (and possibly of the pressure sensor 122), the control unit 150 generates a drive signal for the electric motor 134.
- the emergency braking operation is, for example, the result of the failure of the vehicle battery or a component of the electromechanical actuator 124.
- Deactivation of the decoupling device 142 (and the simulation device 108) in emergency braking mode enables a direct coupling of the brake pedal 130 with the master cylinder 110, namely via the force transmission element 128
- Emergency braking is initiated by depressing the brake pedal 130.
- the brake pedal operation is then transmitted to the master cylinder 110 via the power transmission element 128.
- the piston assembly 112, 114 shifts to the left in FIG.
- hydraulic fluid is supplied from the hydraulic chambers 116, 118 of the master cylinder 110 via the HCU 106 to the wheel brakes VL, VR, HL and HR for braking force generation.
- the HCU 106 in terms of the Fahrdy- namikregel plante (brake control functions such as ABS, ASR, ESP, etc.) has a basically conventional structure with a total of 12 valves (in addition to valves, for example, in connection with the activation or Deactivation of the decoupler 142 and the simulation device 106 are used). Since the electromechanical actuator 124 is then (possibly exclusively) controlled in the context of braking force generation, the additional control functions are accomplished in a known manner by means of the HCU 106 (and possibly a separate hydraulic pressure generator such as a hydraulic pump). But it can also be dispensed with a hydraulic pressure generator in the HCU 106. The electromechanical actuator 124 then additionally takes over the pressure modulation in the context of normal operation. A corresponding control mechanism will for this purpose be implemented in the control unit 150 provided for the electromechanical actuator 124.
- the brake system 100 further comprises a valve 172, which is designed as a shut-off valve and can be integrated into the HCU 106.
- valve 172 is provided functionally between the hydraulic chamber 116 and the pressureless hydraulic fluid reservoir 120.
- another such valve may be operatively interposed between the other hydraulic chamber 118 and the reservoir 120.
- the valve 172 is provided between the master cylinder 110 and the reservoir.
- the valve 172 allows refilling of the hydraulic chambers 116, 118. Such refilling is required, for example, when during a current braking operation, the hydraulic fluid from the hydraulic chambers 116, 118 has been almost completely removed (ie the piston 112, 114 is its stop in FIG. 1 left approach) and still the hydraulic pressure must be further increased.
- the wheel brakes VL, VR, HL and HR are fluidically separated from the hydraulic chambers 116, 118 via associated valves of the HCU 106 (not shown in FIG. 1).
- the hydraulic pressure prevailing at the wheel brakes VL, VR, HL and HR is thus "locked in.”
- the valve 172 is opened, with a subsequent return stroke of the pistons 112, 114 (in the right direction in Fig. 3) then hydraulic fluid from the pressureless reservoir 120 in both chambers 116, 118 (due to the floating master cylinder pistons 112, 114)
- the valve 172 can be closed again and the hydraulic connection reopened to at least one of the wheel brakes VL, VR, HL and HR the piston 112, 114 (in Fig. 1 to the left) then the previously "caged" hydraulic pressure is further increased.
- the valve 172 may also be used for regenerative braking and hydraulic pressure relief in the event of system failure. These uses will be explained later.
- the special valves for the driving dynamics control operation can be omitted except for four valves 152, 154, 156, 158.
- the valve arrangement known from WO 2010/091883 A or WO 2011/141158 A (cf., FIG. be resorted to.
- the electromechanical actuator 124 is in this case not only for braking force generation in the context of service braking, but also, for example, for the purpose of vehicle dynamics control (eg, in the ABS).
- valves 152, 154, 156, 158 together with the activation of the electromechanical actuator 124, a wheel-individual or wheel-group-specific control of the valves 152, 154, 156, 158 takes place in multiplex mode. In the implementation shown in Fig. 2, there are no further valves between the valves 152, 154, 156, 158 and the master cylinder for vehicle dynamics control purposes.
- the multiplexing operation may be a time division multiplexing.
- individual partial slots can be specified.
- one or more valves 152, 154, 156, 158 may be associated with a single time slot, which are actuated one or more times during the corresponding time slot (for example, by changing the switching state from open to closed and / or vice versa).
- each of the valves 152, 154, 156, 158 is assigned exactly one time slot.
- One or more further valve arrangements (not shown in FIG. 2) may be associated with one or more further time slots.
- valves 152, 154, 156, 158 can be opened and at the same time a hydraulic pressure can be established at several or all assigned wheel brakes VL, VR, HL and HR by means of the electromechanical actuator 124.
- a wheel-specific target pressure is reached, the corresponding valve 152, 154, 156, 158 then closes in a time-slot manner, while one or more further valves 152, 154, 156, 158 remain open until the respective target pressure has been reached there as well.
- the four valves 152, 154, 156, 158 are therefore opened and closed individually in multiplex mode per wheel or wheel group as a function of the respective target pressure.
- valves 152, 154, 156, 158 are realized as 2/2-way valves and designed, for example, as non-adjustable shut-off valves. In this case, therefore, no opening cross-section can be set, as would be the case for example with proportional valves.
- the valves 152, 154, 156, 158 are realized as proportional valves with an adjustable opening cross-section.
- FIG. 3 shows a more detailed embodiment of a vehicle brake system 100, which is described in connection with the schematic exemplary embodiments of FIGS. 1 and 2 explained operating principle based.
- the same or similar elements have been given the same reference numerals as in FIGS. 1 and 2, and their explanation is omitted below. For the sake of clarity, were - -
- the illustrated in Fig. 3 vehicle brake system 100 includes two brake circuits I. and IL, wherein two hydraulic chambers 116, 118 of a master cylinder 110 each in turn exactly one brake circuit L, II. Are assigned.
- the master cylinder 110 has two connections per brake circuit I., II.
- the two hydraulic chambers 116, 118 each open into a first port 160, 162, via which hydraulic fluid can be conveyed out of the respective chamber 116, 118 into the associated brake circuit L, IL.
- each of the brake circuits I and II can be connected via a second connection 164, 166, which opens into a corresponding annular chamber 110A, HOB in the master cylinder 110, to the unpressurized hydraulic fluid reservoir, not shown in FIG. 3 (reference numeral 120 in FIG. 1) are connected.
- a valve 170, 172 is provided in each case, which is realized in the embodiment as a 2/2-way valve.
- the first and second ports 160, 162, 164, 166 can be selectively interconnected.
- Braking effect is then achieved in the regenerative braking operation by the generator (see reference numeral 102 in FIGS. 1 and 2).
- the regenerative braking operation may be implemented on an axle-by-axle basis. Therefore, in the case of an axle-related brake circuit distribution in the regenerative braking operation, one of the two valves 170, 172 can be closed and the other can be opened. - -
- the two valves 170, 172 also allow the reduction of hydraulic pressure at the wheel brakes. Such pressure reduction may be desirable in the event of failure (e.g., stalling) of the electro-mechanical actuator 124 or in vehicle dynamics control operation to avoid a return stroke of the electro-mechanical actuator 124 (e.g., to prevent brake pedal feedback). Also for pressure reduction, the two valves 170, 172 are transferred to their open position, whereby hydraulic fluid from the wheel brakes via the annular chambers 110A, HOB in Hauptzy- cylinder 110 can flow back into the hydraulic fluid reservoir.
- valves 170, 172 also allow refilling of the hydraulic chambers 116, 118. Such refilling may become necessary during an ongoing braking operation (eg, due to so-called brake "fading.")
- the wheel brakes are via associated valves of the HCL 3 (not shown in FIG. 3) are fluidly separated from the hydraulic chambers 116, 118. The hydraulic pressure prevailing at the wheel brakes is therefore "locked in”.
- the valves 170, 172 are opened.
- hydraulic fluid is then drawn from the pressureless reservoir into the chambers 116, 118.
- valves 170, 172 can be closed again and the hydraulic connections to the wheel brakes can be reopened.
- the previously "caged" hydraulic pressure can be further increased.
- both a simulation device 108 and a decoupling device 142 are based on a hydraulic principle in the present exemplary embodiment.
- Both devices 108, 142 each comprise a cylinder 108A, 142A for receiving hydraulic fluid and a piston 108B, 142B received in the respective cylinder 108A, 142A.
- the piston 142B of the decoupler 142 is mechanically coupled to a brake pedal, not shown in Fig. 3 (see reference numeral 130 in Figs.
- the piston 142B has an extension 142C extending through the cylinder 142A in the axial direction.
- the piston extension 142C is coaxial with a power transmission element 128 for the primary piston 112 and is upstream of this in the direction of actuation of the brake pedal.
- Each of the two pistons 108B, 142B is biased by an elastic member 108C, 142D (here in each case a coil spring) in its initial position.
- Characteristic curve of the elastic element 108C of the simulation device 108 in this case defines the desired pedal reaction behavior.
- the vehicle brake system 100 in the present embodiment comprises three further valves 174, 176, 178, which are realized here as 2/2-way valves. It is understood that any or all of these three valves 174, 176, 178 may be omitted in other embodiments where the corresponding functionalities are not required. It should also be understood that all of these valves may be part of a single HCU block (see reference numeral 106 in Figures 1 and 2). This HCU block may include other valves (see Fig. 4 below).
- the first valve 174 is provided on the one hand between the decoupler 142 (via a port 180 provided in the cylinder 142A) and the simulation device 108 (via a port 182 provided in the cylinder 108A) and on the other hand to the pressureless hydraulic fluid reservoir (via the port 166 of the master cylinder 110).
- the port 182 of the cylinder 108A is preceded by the second valve 176, which has a throttle characteristic in its passage position.
- the third valve 178 is provided between the hydraulic chamber 116 (via the port 116) and the brake circuit I.sub.1 on the one hand and the cylinder 142A of the decoupler 142 (via the port 180) on the other hand.
- the first valve 174 allows selective activation and deactivation of the decoupling device 142 (and indirectly also the simulation device 108).
- the valve 174 When the valve 174 is in its open position, the cylinder 142A of the decoupler 142 is hydraulically connected to the pressureless hydraulic reservoir. In this position, the decoupling device 142 is deactivated according to the emergency braking operation. Furthermore, the simulation device 108 is deactivated.
- the opening of the valve 174 has the effect that, when the piston 142B is displaced (as a result of an actuation of the brake pedal), the hydraulic fluid received in the cylinder 142A can be conveyed largely without resistance into the pressureless hydraulic fluid reservoir.
- This process is essentially independent of the position of the valve 176, as this also has a significant throttling effect in its open position.
- the simulation device 108 is deactivated.
- the force transmission element 128 is detected after overcoming the gap 190 of the displacement of the piston extension 142C and then actuates the primary piston 112 (and - indirectly - the secondary piston 114) in the master cylinder 110.
- the decoupling device 142 When the valve 174 is closed (and the valve 178 is closed), the decoupling device 142 is activated. This corresponds to the service brake operation. In this case, hydraulic fluid is conveyed from the cylinder 142A into the cylinder 108A of the simulation device 108 upon actuation of the brake pedal. In this way, the simulator piston 108B is displaced against the counterforce provided by the elastic element 108C, so that the usual pedal reaction behavior is established. At the same time, the gap 190 between the piston extension 142C and the force transmitting member 128 is further maintained. As a result, the brake pedal is mechanically decoupled from the master cylinder.
- the maintenance of the gap 190 takes place in that by means of the electromechanical actuator 124, the primary piston 112 is moved to the left at least as fast in FIG. 3 as the piston 142B moves to the left due to the brake pedal actuation. Since the power transmission member 128 is mechanically or otherwise (e.g., magnetically) coupled to the primary piston 112, the power transmission member 128 moves together with the primary piston 112 when actuated by the gear spindle 138. This entrainment of the power transmission member 128 allows the gap 190 to be maintained.
- a displacement sensor 146 based on a magnetic principle is provided.
- the displacement sensor 146 includes a plunger 146A rigidly coupled to the piston 142B at the end of which a magnetic element 146B is mounted.
- the movement of the magnetic member 146B ie, the path traveled by the plunger 146B and piston 142B, respectively
- An output of the Hall sensor 146C is evaluated by a control unit (not shown in Fig. 3) (see reference numeral 150 in Figs. Based on this evaluation, the electromechanical actuator 124 can then be activated.
- a control unit not shown in Fig. 3
- the second valve 176 which is the simulation device 108 upstream and may be omitted in some embodiments.
- This valve 176 has a predetermined or adjustable throttle function.
- the adjustable throttle function for example, a hysteresis or otherwise characteristic curve for the pedal reaction behavior can be achieved.
- movement of the piston 142B (with the valves 174, 178 closed) and thus the brake pedal travel may be limited.
- the third valve 178 allows in its open position, the delivery of hydraulic laulikfluid from the piston 142 A in the brake circuit I and the hydraulic chamber 116 of the master cylinder 110 and vice versa.
- fluid delivery from the piston 142A to the brake circuit I allows for rapid braking (e.g., prior to the onset of pumping action of the electro-mechanical actuator 124), immediately closing the valve 178.
- hydraulic feedback e.g., pressure modulation generated in the vehicle dynamics control mode by the electromechanical actuator 124 may be applied to the brake pedal via the piston 142B.
- a pressure sensor 148 In a hydraulic line opening into the port 180 of the cylinder 142A, a pressure sensor 148 is provided, the output signal of which permits a conclusion on the operating force on the brake pedal.
- the output signal of this pressure sensor 148 is evaluated by a control unit not shown in FIG. Based on this evaluation, it is then possible to control one or more of the valves 170, 172, 174, 176, 178 to implement the above-described functionalities. Furthermore, based on this evaluation, the electromechanical actuator 124 can be actuated.
- the brake system 100 HCL) shown in FIG. 1 106 can be used.
- An exemplary implementation of this HCL ) 106 for the brake system 100 according to FIG. 3 is shown in FIG. 4.
- the multiplex arrangement according to FIG. 2 (with a total of four valves in addition to the valves illustrated in FIG. 3) can also be used.
- the master cylinder size, and thus the maximum recoverable volume of hydraulic fluid is selected so that at a predetermined pedal ratio (path / force) at 500 N pedal force still a vehicle deceleration of about 0.6 g is achievable.
- This requirement results in a typical diameter of the master cylinder 110 of about 18 to 20 mm.
- the master cylinder stroke would have to be disproportionately long. Often, therefore, excessive volume reserves, which are needed only in special cases (for example, fading) dispensed with.
- the brake system 100 must therefore be replenished with additional volume requirements, as explained above, hydraulic fluid from the unpressurized reservoir 120 in the master cylinder 110.
- Refilling is required when, for example, during an ongoing braking operation it is detected that the volume of hydraulic fluid (still) present in the hydraulic chambers 116, 118 is insufficient to control the hydraulic pressure at one, several or all of the wheel brakes VL, VR, HL and HR continues to increase.
- shut-off valves eg, the multiplex valves 152, 154, 156 and 158 of FIG. 2 or the TCISO valves of FIG. 4
- VL, VR, HL and HR the hydraulic pressure at the wheel brakes
- both a functionality of these shut-off valves and their control in particular with regard to the control unit 150 to ensure. Otherwise there would be a risk that, as part of the intake process in the master cylinder 110, the hydraulic pressure at one or more of the wheel brakes VL, VR, HL, HR collapses and thus the vehicle deceleration decreases.
- the deceleration decrease should not be more than 0.1 to 0.3 g within about 200 ms. For this reason, even while reducing the hydraulic pressure in the master cylinder 110 after initiating the refilling operation, erroneous non-closure of shut-off valves to the wheel brakes VL, VR, HL and HR must be recognized. Such detection must occur before the pressure drop in the master cylinder 110 has reached approximately 20 bar (which corresponds to a deceleration decrease of approximately 0.2 g). - -
- FIG. 5 illustrates in a flow diagram 500 an exemplary embodiment for operating the electrohydraulic brake system 100 according to one of FIGS. 1 to 4 for fault detection when refilling hydraulic fluid from the reservoir 120 into the master cylinder 110.
- step 502 hydraulic pressure is established at one or more of the wheel brakes VL, VR, HL, and HR (e.g., during service braking and / or vehicle dynamics control).
- the fluid connection between the hydraulic chambers 116, 118 on the one hand and the corresponding wheel brakes VL, VR, HL and HR is open.
- at least one of the TCISO valves is opened (and the remaining valves are located in the exemplary embodiment according to FIG. 2) in Fig. 4 illustrated position).
- the open shut-off valves (multiplex valves 152, 154, 156, 158 according to FIG. 2 or TCISO valves according to FIG. 4) are actuated in order to close them and already built up on the wheel brakes VL, VR, HR and HL Lock in hydraulic pressure (step 504).
- the electromechanical actuator 124 is actuated to draw hydraulic fluid from the non-pressurized reservoir 120 into the hydraulic chambers 116, 118 (step 506).
- at least one of the valves 170, 172 is opened to establish fluid communication between at least one of the hydraulic chambers 116, 118 and the reservoir 120.
- the opening of one of the valves 170, 172 is sufficient.
- the actuation of the electromechanical actuator 124 causes a displacement of the master cylinder pistons 112, 114 to the left (see Figures 1 to 4). Due to the very high rigidity of the brake lines, the hydraulic pressure (in the master cylinder 110) falls very sharply within a few ms. So is typically within 10 to - -
- the time behavior of the associated with the suction pressure drop in the master cylinder 110 is continuously monitored (for example by means of the pressure sensor 122). If one of the shut-off valves is not or not completely closed, this results in a substantially lower rigidity of the brake system 100. This lower rigidity results in a slower pressure reduction in the master cylinder 110. Thus, in a typical fault 100 ms and more are needed until the hydraulic pressure in the master cylinder 110 drops to substantially 0 bar or to a negative pressure. This means that after 10 to 20 ms at the latest, a non-regular pressure drop in the master cylinder 110 can be detected.
- the suction process is stopped (step 508).
- the opened valve 170, 172 can then be closed again immediately, or it will not even be opened.
- the electromechanical actuator 124 can be actuated in order to raise the hydraulic pressure in the brake circuits I and II as soon as possible to at least the previous level. This activation of the electromechanical actuator 124 is preceded by an opening of the closed shut-off valves to the wheel brakes VL, VR, HL and HR. As a result, a substantial reduction in the vehicle deceleration can be prevented in the event of a fault. Furthermore, an error message can be issued to the driver.
- FIG. 6A shows an exemplary refill scenario for a vehicle at standstill during a test phase.
- the scenario relates to the motor vehicle brake system according to FIG. 3, which is equipped with the four multiplex valves 152, 154, 156 and 158 according to FIG. 2.
- the switching states of the multiplex valves 152, 154, 156, 158 are shown in the diagram at the top, followed by the switching states of the valves 170, 172 for the refilling operation.
- the following is the characteristic of a path of the power transmission element 128, which illustrates the operation of the electromechanical actuator 124.
- the path of the force transmission element 128 corresponds here to the path of the threaded spindle 138.
- the following characteristics show the - -
- FIG. 6A relates to the case of a fault-free operation of the multiplex valves 152, 154, 156, 158.
- a refilling operation is then initiated for test purposes.
- the multiplex valves 152, 154, 156, 158 are driven in order to close them.
- the hydraulic pressure generated in advance is locked at the wheel brakes VL, VR, HL and HR.
- the electromechanical actuator 124 is actuated so that the master cylinder pistons 112, 114 perform a return stroke.
- This is illustrated in Fig. 6A by the path of the force transmitting member 128.
- the hydraulic pressure in the master cylinder drops sharply to substantially 0 bar in less than 15 ms.
- This timing of the master cylinder hydraulic pressure indicates a functionality of the valves 152, 154, 156, 158. For this reason, with a certain delay at the time t2, the valves 170, 172 (or at least one of these two valves) can be opened to draw in hydraulic fluid from the unpressurised reservoir 120.
- the master cylinder pistons 112, 114 are still in the return stroke.
- both valves 170, 172 are again in their closed state.
- the master cylinder 110 is fluidically decoupled from the reservoir 120 again.
- the valves 152, 154, 156, 158 can be opened again, which manifests itself in only a slight pressure drop at the wheel brakes, VL, VR, HL and HR. From this point on, the hydraulic pressure in the master cylinder 110 can be increased again by a corresponding delivery stroke of the master cylinder pistons 112, 114.
- FIG. 6A shows the functionality of the valves 152, 154, 156, 158 in the event of an error.
- the error case concerns the fact that two of the four multiplex valves 152, 154, 156, 158 can not be closed. Due to this, the rigidity of the brake system 100 is significantly reduced, resulting in a relatively slow - -
- Pressure drop in the master cylinder 110 makes noticeable.
- the pressure drop to substantially 0 bar extends over more than 100 ms.
- Fig. 6C shows a similar error case as Fig. 6B, except that here the suction process for refilling the master cylinder 110 is stopped immediately after detecting the fault. For this reason, the hydraulic pressures at those wheel brakes, which are assigned to the two defective multiplex valves, decrease only briefly and slightly. The corresponding deceleration of the vehicle is less than 0.2 g within 200 ms. Further, the hydraulic pressure reduction in the master cylinder 110 is significantly less than 20 bar, before by a delivery stroke of the master cylinder piston 112, 114, the pressure drop is compensated again.
- Fig. 6D shows a similar scenario to Fig. 6C. Again, due to a too slow pressure drop in the master cylinder 110 of the intake process is interrupted. As illustrated both in FIG. 6C and in FIG. 6D, in both scenarios the error is detected before even only one of the valves 170, 172 is opened and thus a "hydraulic short circuit" is established between the master cylinder 110 and the fluid reservoir 120.
- Fig. 6D relates to the case of a moving vehicle, while constantly delayed. Clearly recognizable is the fact that due to the timely termination of the intake process, there is virtually no negative effect on the vehicle deceleration.
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- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Abstract
Description
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DE102012025291.9A DE102012025291A1 (en) | 2012-12-21 | 2012-12-21 | Electrohydraulic vehicle brake system and method for operating the same |
PCT/EP2013/074928 WO2014095287A1 (en) | 2012-12-21 | 2013-11-28 | Electrohydraulic motor vehicle brake system and method for operating the same |
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EP2934961A1 true EP2934961A1 (en) | 2015-10-28 |
EP2934961B1 EP2934961B1 (en) | 2017-01-04 |
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EP13795794.0A Active EP2934961B1 (en) | 2012-12-21 | 2013-11-28 | Electrohydraulic motor vehicle brake system and method for operating the same |
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US (1) | US10029659B2 (en) |
EP (1) | EP2934961B1 (en) |
CN (1) | CN104981385B (en) |
DE (1) | DE102012025291A1 (en) |
ES (1) | ES2619648T3 (en) |
WO (1) | WO2014095287A1 (en) |
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Also Published As
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ES2619648T3 (en) | 2017-06-26 |
CN104981385B (en) | 2017-08-04 |
EP2934961B1 (en) | 2017-01-04 |
DE102012025291A1 (en) | 2014-06-26 |
WO2014095287A1 (en) | 2014-06-26 |
US20150353067A1 (en) | 2015-12-10 |
US10029659B2 (en) | 2018-07-24 |
CN104981385A (en) | 2015-10-14 |
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